Load transferring system

ABSTRACT

A system is provided for transferring loads between railroad cars on different tracks. If desired the system may be highly automated. A series of parallel, adjacent railcar tracks are provided for carrying separate strings of connected railcars and/or boats or trucks in side-by-side relation. A second series of tracks is positioned parallel to and adjacent the first-named series of tracks. A plurality of load lifting mechanisms are provided, these mechanisms being independently movable along the second tracks. The mechanisms each have at least one and preferably a plurality of grapplers capable of lifting a load from one vehicle such as a railcar on a first of the railcar tracks and placing the load on another vehicle such as a railcar on a second of the railcar tracks. Thus, the plurality of load lifting mechanisms can redistribute the loads of separate strings of connected railcars and other vehicles.

CROSS REFERENCE TO RELATED APPLICATION

This application is a continuation-in-part of application Ser. No.08/384,420, filed Feb. 6, 1995, now U.S. Pat. No. 5,511,927, which inturn is a Continuation-in-part of application Ser. No. 08/270,329, filedJul. 5, 1994, now U.S. Pat. No. 5,415,514, which is a continuation ofapplication Ser. No. 07/869,433, filed Apr. 16, 1992, now abandoned.

BACKGROUND OF THE INVENTION

Millions of trailers and containers are shipped by rail in the UnitedStates every year on flat cars which are built for the purpose. Whenfreight trains arrive at an intermediate destination, often, the variouscontainers and trailers must be taken off the flat cars and trucked toanother terminal to be loaded on another freight train that is going tothe next destination. Thus, a trailer or container load of goods may beloaded on to two or more freight trains and several different trucks asit passes from the shipper toward its ultimate destination.

Specifically, on a conventional highway interchange for railroad loads,a container arrives at a railroad terminal and is lifted off the train,spotted, and stored. A drayage firm picks up the container, goes througha check gate, and then drays the container across town. The containerthen is inspected upon arrival at the next railroad terminal, and isspotted for loading. Then, a second crane is used to load the containeron to its connecting train.

Also, containers and other loads need to be variously transferredbetween railroad cars, barges, and trucks. All of this is a fairlycomplex operation with substantial expense and inefficiency.

Currently, the cost of unloading a container plus costs of inspection,paperwork, insurance and theft is on the order of $52.00 per container.Additionally the drayage cost for moving a container from one railroadterminal to another in a large city may be $50.00 per container.

By this invention, a throughport interchange terminal is proposed whichwould be used by several railroad lines, boat or barge lines, andtrucking companies, rather along the line of an air terminal hub conceptas is used by the major airlines of the United States. The throughportinterchange terminal could be serviced by many railroad and othercarriers to provide access to all major corridors of traffic in oneconvenient location. A shipper's container would arrive at the terminalin time to meet its connecting train, truck, or barge, and betransferred quickly and efficiently without costly cross town delays. Bythis invention, improvements are provided that particularly facilitatethis concept.

Specifically, at a throughport terminal interchange of the type of thisinvention there may be only one handling charge per container, which atcurrent rates can also avoid drayage costs and save about $50.00 percontainer. Also, in a conventional terminal flat cars and other vehiclescan be held from 12 to 24 hours before being released with their load toearn revenue. In a throughport terminal interchange of this invention,for example an interchange capable of handling 490 containers at a time,there can be a very substantial reduction in idle time because of theefficient characteristics of the system. Also, the terminal of thisinvention can eliminate hostlers and chassis. Theft and damage due tohandling can be reduced, and better tracking of in-shipment containerscan be supplied along with a reduction of operating personnel.

The throughport terminal interchange of this invention can be placed ona relatively small area of land, for example 47 acres for a terminalhaving a holding capacity of 490 containers and trailers. Littlededicated container storage area is necessary, along with greatreductions in parking requirements for the chassis or hostlers, whichare typically not needed.

Furthermore, the operation of the throughport interchange terminal ofthis invention can be substantially automated for great savings of timeand expense.

DESCRIPTION OF THE INVENTION

By this invention, a system is provided for transferring loads such assemitrailers and railroad car containers between railroad cars, boats,and trucks on different tracks, roadways, and quays. (The term "boat" isintended to include barges.). The system comprises a series of parallel,adjacent railcar tracks, roadways and/or quays for carrying separatestrings of connected railcars, trucks and/or boats in side-by-siderelation. A second track or tracks may also be provided, positionedparallel to and adjacent the series of tracks.

At least one load lifting mechanism is provided. The mechanism may bemovable along the second track or tracks (hereafter called the "secondtrack"). The mechanism has at least one grappler capable of lifting aload from one railcar, boat, or truck (hereafter called a "vehicle") ona first of the railcar tracks, quays, or roadways (hereafter called"positions") and placing the load on another vehicle on a second of thepositions. Thus, the plurality of load lifting mechanisms canredistribute the loads of separate strings of connected railcars orother vehicles.

It is preferred for the load lifting mechanisms to each have a pluralityof the grapplers, plus motors for moving each grappler transversely ofthe series of vehicle positions. Also, the grappler or grapplers arepreferably capable of lifting and moving a load which comprises a stackof containers. Such grapplers are known per se, as shown in Lanigan etal. U.S. Pat. Nos. 4,667,834 and 4,715,762.

Specifically, each grappler of this invention typically comprises aframe, a plurality of columns carried by and extending downwardly fromthe frame, a first container gripping structure carried by the columnsfor releasably gripping at least one container of the load, and a liftfor raising and lowering the grappler. More specifically, the firstcontainer gripping structure defines side latches for simultaneouslycarrying one container adjacent its top and another container adjacentits bottom so that a stack of at least two containers may be lifted bythe first container gripping structure.

Additionally, it is preferred for the grappler to further comprise asecond container gripping structure, carried by the frame, for grippingthe top wall of a container. Thus, a stack of at least three containersmay be lifted, one being carried by the second container grippingstructure, and two being carried by the first container grippingstructure.

Additionally, it is desirable for the columns described above to defineextensible and retractable first sections, plus a first control foreffecting and controlling the extension and retraction of the firstsections, to vary the height of the grappler to correlate with the loadto be lifted.

It is also preferable for the first container gripping structure todefine a pair of spaced, parallel side arms extending transversely tothe series of tracks or other positions. The side arms may defineextensible and retractable second sections, plus a second control foreffecting and controlling the extension and retraction of the secondsections, to vary the transverse extension of the side arms in a mannerto correlate with the load to be lifted.

Thus, loads of different size may be lifted by the grappler system ofthis invention, with both the height and the width of the grapplersystem being adjustable to enter into proper engagement with the load orloads for lifting.

It is also preferable for each side arm of the container grippingstructure to carry at least four of the side latches for carryingcontainers, so that a pair of abutting containers in side-by-siderelation (which includes end-to-end relation) may be lifted by thegrappler.

Thus, by this invention, it becomes possible to shift a large number ofloads between the various railcars of freight trains or other vehicleswhich are in side-by-side relation with each other, without the need forcarrying the loads between terminals, or placing the loads in anydrayage conveyance. Rather, the load lifting mechanisms are capable ofdirectly shifting loads between respective vehicles in accordance with aprogram for directing the loads to different destinations. Furthermore,the system of this invention is capable of a major amount of automation,in which most or all of the load shifting process may be automaticallyaccomplished without direct human intervention other than supervisionthat the process is proceeding in proper manner.

DESCRIPTION OF DRAWINGS

FIG. 1 is an elevational view of two load lifting mechanisms which areused in the system of this invention, shown to be transverselypositioned across a series of parallel, adjacent railcar tracks inaccordance with this invention;

FIGS. 2 and 3 are respective elevational views, taken at 90 degrees fromthe view of FIG. 1, of each of the load lifting mechanisms showntherein;

FIG. 4 is a reduced-scale plan view of the trackage used in accordancewith this invention, with the load lifting mechanisms and theirindividual trackage shown in diagrammatic manner;

FIG. 5 is a fragmentary, elevational view of a grappler carried by oneof the load lifting mechanisms, shown in the process of carrying asingle, containerized load;

FIG. 6 is a fragmentary, elevational view of the same grappler shown inthe process of carrying a stack of three of said containerized loads;

FIG. 7 is a bottom plan view, in simplified form for purposes ofillustration, showing how the grappler of FIG. 5 can carry a pair ofcontainerized loads positioned in end-to-end relation;

FIG. 8 is a bottom plan view similar to FIG. 7 showing the same grapplercarrying a single containerized load;

FIGS. 9 and 10 are reduced scale elevational showing how a grapplercarried by a load-lifting mechanism of this invention can carrydiffering stack arrangements and sizes of containerized loads inaccordance with this invention;

FIGS. 11A-11I are diagrammatic views showing how grapplers carried bythe load lifting mechanisms of this invention can in effect shuffle thecontainerized loads of several railcars to and through various desiredconfigurations;

FIG. 12 is a detailed, elevational view of another embodiment of theload lifting and transferring system of this invention; and

FIG. 13 is a plan view of the load lifting and transferring system shownin FIG. 12.

DESCRIPTION OF SPECIFIC EMBODIMENTS

Referring to the drawings, FIGS. 1-4 disclose a specific embodiment of asystem 10 for transferring loads between railroad cars on differenttracks. FIG. 4 shows a reduced-scale, top plan view of a trackage layoutin accordance with this invention in which a system or series 12 ofparallel, adjacent railcar tracks are provided for carrying separatestrings of connected railcars 14 (FIG. 1) in side-by-side relation. FIG.4 that the specific embodiment has seven parallel tracks 16 which extenda substantial distance, for example 3,900 or 4,000 feet, with the tracksthen joining together, as shown, into pairs of access tracks 18 at eachend of the system.

As is conventional, angled tracks 20 are provided to permit shifting oftrains from one of the access tracks 18 to the other. Also, a bypasstrack 22 is provided to permit trains to pass around the trackage system12 without entering into it.

A control tower 24 may be provided, along with signal towers 26 at eachend of the track system 12. A maintenance building 28 for housingmaintenance equipment and the like may also be provided.

In accordance with this invention, a plurality of load liftingmechanisms 30, 32 are provided. As seen particularly in FIG. 4, thesemechanisms 30, 32 are independently movable each along second tracks 34,36, which are of differing widths to accommodate the differing widths ofload lifting mechanisms 30, 32. The differing widths of mechanisms 30,32 permit mechanisms 30, 32 to move past each other, with each mechanism32 passing underneath mechanism 30, while carrying loads along tracksystem 12 to desired destinations. Two each of mechanisms 30 and 32 areprovided in this embodiment.

Apart from differing size and width, load lifting mechanisms 30, 32 maybe of similar construction, each comprising a large lifting frame 38,40, each having a pair of downwardly depending, opposed legs 42, 44,with each of legs 42, 44 terminating in a plurality of railcar wheeltrucks 46, in sufficient number and strength to carry the load of eachof lifting mechanisms 30, 32 on their respective rails 34, 36.

FIG. 1 shows railcar track system 12 having six strings of railcars 14carried thereon on separate rails 16 in side-by-side relation. Each ofthe railcars 14 that are shown carry a pair of containerized loads 50 ina stack of one, two, or three loads.

These containerized loads 50 may be of conventional design, beingpresently of use in the railroad industry. The containers 50 as shownparticularly in FIGS. 5-8, carry corner apertures 52, 54 into which alatch or pin may be inserted to grip and lift the containers. At thepresent time, such containers are now gripped from the top by a cranehaving a special top-gripping mechanism that is conventionally used toengage apertures 52 or 54.

In accordance with this invention, the respective load liftingmechanisms 30, 32 each carry a pair (or more) of grappler or stringermechanisms 60. Each of grappler mechanisms 60 carries a traversingmechanism 62 (FIG. 1) permitting them to move back and forth along theirrespective frame 38 or 40 in a direction transverse to tracks 16.Grapplers or stringers 60 are carried by cables 64 which wrap aroundpulley wheel 66, plus lifting motors carried by each load liftingmechanism 30, 32, to raise and lower grapplers 60 by means of cables 64and pulley wheels 66 as may be desired.

As shown in FIGS. 5 and 6, grapplers 60 each comprise a frame 68 whichcarries a plurality of columns 70, extending downwardly from the frame.

FIGS. 5 and 6 show first container gripping member 72, comprising a pairof conventional, extensible and retractable upper and lower pins or sidelatches 74, 76. Each of grapplers 60 also carry a conventional "toppick" or top attachment mechanism 78 in connection with respectiveapertures 52 or 54 of containerized loads 50.

Thus, as shown in FIG. 5, grappler 60 has grasped a containerized load50 from the top and is holding it. Columns 70 define extensible andretractable sections 80 which carry the side latches 74, 76, so that thecolumns can be extended downwardly and retracted upwardly. FIG. 5 showsthe columns 70 retracted upwardly in a position to be out of the way assingle container 50 is carried by top mechanism 78. FIG. 6 shows howcolumns 70 may be downwardly extended by a hydraulic system which isconventional and thus not shown in detail, so that the respective upperand lower latches 74, 76 may engage with lifting side apertures 54, oralternatively end apertures 52 with appropriately-sized containers,simultaneously carrying one container 50a at its top and anothercontainer 50b adjacent its bottom. Thus a stack of three containers islifted, two of the containers 50a, 50b being carried by columns 70, andone of the containers being carried by top pick mechanism 78.

Additionally, it can be seen that a stack of two containers may besimilarly carried, if desired. In this instance, it may be desirable toretract columns 70 to a certain degree to attach container 50b adjacentits top rather than adjacent its bottom, and with the top pick mechanism78 carrying the other container of the stack of two. Also a singlecontainer may be picked up by one set of latches 74 or 76, if desired,or a stack of two containers may be picked up using both sets of latches74, 76.

It can also be seen that by appropriate and independent operation of theretractable latch pins 74, 76, and operation of the top pick mechanism78, that the respective containers in the stack of three in FIG. 6 canbe released at a new destination in any desired manner. Bottom container50a may be dropped off while the other containers are retained. Thebottom two containers may be dropped off, if desired, or all three ofthem may be dropped off. Similarly, other containers may be picked whilethe grappler 60 is carrying either the top container or the top twocontainers 50, 50b, as may be desired to provide a flexible, versatilesystem.

Extensible columns 70 also provide stability that reduces swinging ofthe stacked load about lifting cables 64.

The extensible first section 80 of the columns not only extends upwardlyand downwardly, but it is laterally extensible by conventional hydraulicmeans as well, as shown in FIGS. 7 and 8. In FIG. 7, first section 80 ofthe grappler columns 70 defines a pair of spaced side arms 84 extendingtypically parallel to the series of tracks 12. Side arms 84 defineextensible and retractable second sections 86, with conventionalhydraulic means being used to control the extension and retractable ofsecond sections 86, to vary the transverse extension of side arms 84 tocorrelate with the load to be lifted. It can be seen that side latchmembers 74, 76 are carried on the ends of said side arms, but with sidelatches 76 only being shown in FIGS. 7 and 8 since it is a bottom planview, and side latches 74 are thus blocked from view. However, latches74 and 76 are capable of engaging with the respective lifting sideapertures 54 shown in the containers 50 of FIGS. 7 and 8.

Furthermore, side arms 84 carry a central set of side latch pins 74a,76a which are equivalent to side latches 74, 76, with side latches 76abeing shown in FIG. 7 and 8. The side latches 74a corresponding tolatches 74 are of course obscured by the bottom view of FIGS. 7 and 8,but are there, so that a pair of containers 50c, as shown in FIG. 7 inabutting, side-by-side relation, may be carried by the series oflatches. Each side arm 84 and its extensible and retractable secondsections 86 thus carry a total of 8 side latches 74a, 76a in two rows offour each, in order to carry two levels of containers in abutting,side-by-side relation, if desired.

Alternatively, as shown in FIG. 8, a single container 50 may be engagedfor lifting, with second sections 86 being retracted so that therespective side latches 74, 76 are spaced from each other by the lengthor width of a single container 50. In this case central side latches74a, 76a are retracted and not used.

Referring to FIG. 9, a side view of grappler 60 of this invention isdisclosed, showing the grappler to be holding a stack of containers, inwhich a long container 50d or a pair of abutting containers is picked upby the top pick mechanism 78. Then, respective columns 70 are extendedto place first container gripping means 80 adjacent to a pair ofstacked, shorter containers 50e, 50f in engagement as shown for examplein FIG. 8. In this instance, first section 86 is retracted to permit thelifting of a plurality of containers of different length.

Referring to FIG. 10, the same columns 70 are to be shown positionedwith the side arms of second sections 86 being expanded to permit thepicking up of three layers of abutting containers 50, for a total of sixcontainers lifted in a stack of three layers of abutting containers.

It can thus be seen that great flexibility and versatility of use isprovided in the system of this invention for the picking up and movingof containers in a wide variety of configurations, as desired by theuser.

Referring to diagrammatic FIGS. 11A-11I, it is illustrated how a pair ofthe grapplers or spreaders 60 of this invention respectively labeled"SPRD 1" and "SPRD 2" can be used to transfer, store, and shift variouscontainerized loads 50, which are labeled in accordance with their row(1,2, or 3) and whether they are initially top or bottom on the stack("B" or "T"). The respective loads are carried in three railroad cars 14in side-by-side relation, but it is also possible that the respectiverailroad cars may be longitudinally spaced from each other along trackarray 12 as well as being on different tracks. It has been shown thatthe load lifting mechanisms are capable of not only moving a loadsideways from track to track by means of traversing mechanisms 62. (FIG.1), but also the load lifting mechanisms are capable of moving loadslongitudinally along the track array 12 by the rolling of railwheeltrucks 46 along the respective tracks 34, 36. The diagrams of FIG. 11are intended to illustrate both situations in an exemplary andsimplified manner. Also one should note that the specific system of thisinvention as shown has four grapplers on two load lifting mechanisms 30,32, while only two grapplers 60 are shown in use in FIG. 11. Thus, inreality, a much more complex load shifting process can take place withthe invention of this application.

Also, barges or trucks may replace any or all of railroad cars 14.

In FIG. 11A, spreader 1 picks up load 1T from track 1 and moves it totrack two as shown in FIG. 11B. There, spreader 1 advances its columns70 to pick up and move load 2T as well, and spreader 2 picks up load 1Band deposits it on top of load 2B, as in FIG. 11C. Spreader 1 in FIG.11D picks up a stack of three loads 1T, 2T and 3T, while spreader 2deposits loads 1B and 2B on load 3B on the third track. Spreader 1 movesits carried loads out of the way to permit this to happen. Then, in FIG.11E, spreader 2 moves the whole load from the third track to the middletrack, and drops off load 3B. Then, in FIG. 11F, spreader 2 removesloads 1B and 2B and deposits them on the first, left hand track, whilespreader 1 deposits its load on top of load 3B.

In FIG. 11G, spreader 2 takes load 1B and moves it out of the way to theleft, while spreader 1 deposits load 3T on load 3B of the middle track,and takes loads 1T and 2T and puts them on load 2B. Then, in FIG. 11Hspreader 1 takes load 1T, moving it out of the way to the right, whilespreader 2 takes load 1B and puts it on the right hand track. Then, inFIG. 11I, spreader 1 deposits load 1T on load 1B, to complete theprocess of redistributing the respective loads on different trains boundfor different destinations.

The above process can be accomplished in an automated manner. Inboundconsist information from incoming railroad trains may be sent to acomputer, comprising the arrangement and sizes of the loads on thetrains, and their desired destinations. This is then computed todetermine how the leads should be distributed to the respective trainson the parallel tracks 12. The computer can compute the optimum paths ofoperation of the respective load lifting mechanisms to permit this to bedone with maximum efficiency, in operations similar to that illustratedin FIGS. 11A-11I. Then, when the trains, barges, and/or trucks are inand positioned in side-by-side relation (the trains being on track array12), the computer can direct the respective cranes 30, 32, and theirgrapplers or spreaders 60, for essentially automated shifting of theloads between the vehicles.

Container storage areas 90, 92 FIG. 1 along side track array 12 may beused to temporarily hold containers 50, pending their loading on newcars for further transportation, or for pickup. These areas may also beused for loading and unloading trucks by means of the cranes.

It is believed that the specific embodiment of the throughportinterchange terminal shown herein, being capable of holding 400 to 800containers, and typically about 490 containers, is capable of receivingtwo 13 car trains every 15 minutes. Refueling capability can of coursebe provided to the engines during the load shifting process, while crewchanges provided for and container status information are provided tothe railroads. Such a terminal should be capable of interchanging about164 containers per hour at normal operating speeds, and about 490containers may be interchanged in about 3 hours.

These interchange trains would typically be dedicated for use in thesystem of this invention, being preblocked per the instructions of thethroughport terminal operator at their origin in accordance withavailable outbound positions. By utilizing all 48 foot-stack cars, whenthe trains are set, all positions of the various lifting ports 52, 54 ofthe containers will be directly across from each other, and will providefor quicker handling.

It can also be seen that in such a circumstance, the system of thisinvention is capable of handling containers of different sizes. Thissizing information can be processed by a computer to provide optimumloading by destination on board the various interchange trains on thearray of tracks or other vehicles.

Referring to FIGS. 12 and 13, another embodiment of a throughportinterchange terminal is shown, this particular terminal being capable ofexchanging loads between railroad cars, trucks, and boats in anycombination. This embodiment of the throughport interchange terminal canbe similar in its structure and function to the previous embodimentexcept for its added capabilities as described herein. A load liftingmechanism 130 is similar in structure and function to the previous loadlifting mechanisms 30, 32 disclosed, with the exception that thehorizontal frame 138, while similar in structure and function to liftingframe 38 of the previous embodiment, may have an extension portion 102that extends past one of legs 144 to extend outwardly over a quay orslip 104 where a barge 106 may be tied up. Thus, as shown in FIG. 12,stacked container loads 150 may be added or removed by grappler 160which may move along horizontal frame 138 to engage and transfer therespective loads 150 as may be desired from one position to another.

Grappler 160 may be similar in structure and function to grappler 60 aspreviously described, being capable of picking up one, two, or threecontainerized loads 150 and transferring them horizontally to anotherdesired position in a manner similar to that previously described.

FIG. 12 also shows how horizontal frame 138 can overlie loading drivewaypositions 190 for trucks 107 or trailers 109, and parallel tracks 116upon which railcars 114 can be positioned for addition or removal ofloads 150.

The system of parallel tracks 116, combined with spaces 190 for trucks,can be basically identical in design and structure to that of theprevious interchange terminal. There is added to this embodiment thecapability of interchanging loads with barges 106 as shown, in anycombination of interchange between railcars, trucks, and the barges.Also, the interchange may be exclusively between railcars, or betweentrucks, or between barges, if that is desired.

Referring particularly to FIG. 13, a plan view of the interchangeterminal partially shown in FIG. 12 is disclosed. The track system 112comprises multiple, parallel tracks set up to foster interchange betweenrailroad cars, and may be substantially identical to the track system 12of the previous embodiment. Positions for trucks 190 are also shown,located on a roadway or road ways 108 which may be placed on either orboth sides of the track system 112. As in the previous embodiment,angled tracks 120 are provided at both ends to permit shifting of trainsfrom the access tracks 118 to any desired track in the track system 112.A bypass track (not shown) may also be provided as in the previousembodiment to permit trains to pass around the track system 112 withoutentering into it.

Track system 112 is situated adjacent a quay 104, which providesmultiple positions along the track system for barges 106.

A control tower 124 may be provided, similar in design to the controltower 24 of the previous embodiment. Likewise, a maintenance building128 may be provided, as well as any other desired structures.

A signal tower 126 is provided at each end of the track system 112. Ifdesired, this signal tower may be expanded to signal the movement oftrucks and barges as well as trains.

In this embodiment, a pair of load lifting mechanisms 130, 132 ispresent, with mechanism 132 being smaller to permit its passageunderneath and through load lifting mechanism 130. This may mean thatlifting mechanism 132 does not carry the horizontal extension similar toextension 102 of mechanism 130, and may be of the previous embodimentdesign. On the other hand, more than one lifting mechanism 130, havingan extension 102, may operate in the system, in a manner similar to theprevious embodiment. Also, more than one of each load lifting mechanisms130, 132 may be present.

As before, the pairs of legs 144 of the load lifting mechanisms 130, 132may each be terminated with wheels 146 that permit rolling on trackswhich parallel the railroad track system 112, so that the respectivemechanisms 130, 132 can move back and forth along the track system 112,depositing and picking up loads to and from adjacent barges 106,trailers 109, and railcars 116 carried on tracks 112 without therespective vehicles being positioned in side-by-side relation. Also, aspreviously discussed, the lifting mechanisms 130, 132 are capable oflifting loads and moving them transversely along their lifting frames138 so that the load can be moved between a barge, a truck, or arailroad car, or between railroad cars on different tracks.

In FIG. 12, grappler 160a is shown in its fully extended position whereit can actually rest on the ground. From there, grappler 160a can becable-elevated, being optionally of the design of the previousembodiment, up to a fully elevated position as shown at the left side ofFIG. 12, or any position in between. Grappler 160 operates in similarmanner.

Thus, loads 150 may with great flexibility be transferred between therespective railroad cars 116, and/or trucks or trailers 107, 109, and/orthe respective barges 104, with appropriate three dimensional movementof the containers being provided so that any load may be transferredfrom any vehicle to any other vehicle present in the system.

The above has been offered for illustrative purposes only, and is notintended to limit the scope of the invention of this application, whichis as defined in the claims below.

That which is claimed:
 1. A system for transferring loads betweenrailroad cars on different tracks, trucks, and boats, which comprises:aseries of parallel, adjacent railcar tracks for carrying separatestrings of connected railcars in side-by-side relation, and at least onedriveway for trucks extending along said railcar tracks; a quay havingmultiple docking positions for boats, positioned substantially parallelto and adjacent to said series of tracks; a load lifting mechanism, saidmechanism being independently moveable along said railcar tracks andsaid quay, said mechanism having at least one grappler capable oflifting a load to and from a railcar on one of said railcar tracks or aboat at said quay, and placing said load on another railcar on saidrailcar tracks or another boat at said quay, whereby said load liftingmechanism can redistribute the loads of said boats, trucks, and separatestrings of connected railcars, said load lifting mechanism having ahorizontal lifting frame extending transversely to said tracks and quay,said grappler being movable along said lifting frame, said lifting framehaving an end portion that extends outwardly across said quay, tooverlie boats moored at said quay; said grappler having a frame whichcarries a first container gripping device which defines side latches forsimultaneously carrying one container adjacent the container top andanother container adjacent the container bottom, said grappler furthercomprising a second container gripping device, carried by said frame,for gripping the top of a container, whereby a stack of at least two orthree containers may be lifted, said grappler having columns definingextensible and retractable first sections, and a first motor foreffecting and controlling extension and retraction of said firstsections, to vary the height of said grappler to correlate with the loadto be lifted.
 2. The system of claim 1 in which a plurality of said loadlifting mechanisms are present.
 3. The system of claim 1 in which saidgrappler is capable of lifting and moving a load which comprises a stackof said containers.
 4. The system of claim 1 in which said firstcontainer gripping device defines a pair of spaced, parallel side armsextending parallel of said series of tracks, said sidearms definingextensible and retractable second sections, and second apparatus foreffecting and controlling the extension and retraction of said secondsections, to vary the transverse extension of said sidearms to correlatewith the load to be lifted.
 5. The system of claim 4 in which eachsidearm carries at least four of said side latches, whereby a pair ofabutting containers in side-by-side relation may be lifted by saidgrappler.
 6. The system of claim 5 in which said load lifting mechanismhas a plurality of said grapplers, plus a motor for moving each grapplertransversely of said series of tracks.
 7. A system for transferringloads between railroad cars on different tracks, and boats, whichcomprises:a series of parallel, adjacent railcar tracks for carryingseparate strings of connected railcars in side-by-side relation; a quayhaving multiple docking positions for boats, positioned substantiallyparallel to and adjacent to said series of tracks; a plurality of loadlifting mechanisms, said mechanisms being independently movable alongsaid railcar tracks and said quay, said mechanisms each having at leastone grappler capable of lifting a load to and from a railcar on one ofsaid railcar tracks or a boat at said quay, and placing said load onanother railcar on said railcar tracks or another boat at said quay, oneof said load lifting mechanisms being capable of passing underneathanother of said load lifting mechanisms; at least one driveway fortrucks extending along said railcar tracks to permit said load liftingmechanism to also lift loads to and from trucks on said driveway and toexchange said loads between said trucks and said railcars and boats,whereby said load lifting mechanism can redistribute the loads of saidboats, trucks, and separate strings of connected railcars, said loadlifting mechanism having a horizontal lifting frame extendingtransversely to said tracks and quay, and a grappler for engaging loadsmovable along said lifting frame, said lifting frame having an endportion that extends outwardly across said quay to overlie boats mooredat said quay, said grappler being capable of lifting and moving a loadwhich comprises a stack of said containers; the lifting frame of saidgrappler carrying a first container gripping device which defines sidelatches for simultaneously carrying one container adjacent its top andanother container adjacent its bottom, said grappler further comprisinga second container gripping device, carried by said frame, for grippingthe top of a container, whereby a stack of at least two or threecontainers may be lifted, said grappler also having columns definingextensible and retractable first sections, and a first motor foreffecting and controlling extension and retraction of said firstsections, to vary the height of said grappler to correlate with the loadto be lifted.
 8. The system of claim 7 in which said first containergripping device defines a pair of spaced, parallel side arms extendingparallel of said series of tracks, said side arms defining extensibleand retractable second sections, and second apparatus for effecting andcontrolling the extension and retraction of said second sections, tovary the transverse extension of said side arms to correlate with theload to be lifted.
 9. The system of claim 8 in which each side armcarries at least four of said side latches, whereby a pair of abuttingcontainers in side-by-side relation may be lifted by said grappler. 10.The system of claim 9 in which said load lifting mechanisms have aplurality of said grapplers, plus a motor for moving each grapplertransversely of said series of tracks.